Fuel inductor pump assembly



Oct. 8, 1963 J. s. MALLORY 3,106,197

FUEL INDUCTOR PUMP ASSEMBLY Filed sept. 18. 1961 2 sheets-sheet 1 f5 i@l/7 A-@EL E j /5 55 5'0 t 55 JO// 5. Aff/QL A 0194-/ INV EN TOR.

BY L il.

Oct. 8, 1963 J. S'MALLQRY 3,106,197

FUEL INDUCTOR PUMP ASSEMBLY Filed Sept. 18, 1961 v 2 Sheets-Sheet 23,1%97 Patented Oct. 8, 1963 United States Patent Oli ice 3,166,197 FUELINDUCTR PUMP ASSEMBLY John S. Mallory, 10133 La Cima Drive, Whittier,Calif. Filed Sept. 18, 1961, Ser. No. 138,690 17 Caims. v(Cl. 12S- 139)The present invention relates to fuel systems forA infternal combustionengines and more particularly to an improved simplified fuel inductorpump assembly including an igniter together with associated auxiliaries,the inductor pump and igniter being self-contained and adapted to bemounted in the spark plug opening of an engine cylinder head in lieu ofthe conventional spark plug.

The very small, highly efficient fuel inductor .and igniter assembly ofthe present invention is readily adaptable for use with internalcombustion engines of a wide range of types and designs, its `operatingprinciple making use of the cylinder pressure during the compressioncycle to operate an inductor pump to introduce a measured charge of fuelinto the cylinder in opposition to the compression pressure. -It willtherefore be 'understood that the invention pump assembly is operableautomatically in response to an engine condition to introduce the fuel.Desirably, the usual fuel pump operating to maimtain a preselected-fuelpressure in the supply conduit mutually cooperates with an adjustableflow control valve to supply a variable quantity of fuel appropriate forpower demands to the inlet end of the inductor assembly.

One of the features of the construction is the fact that the inductorpiston includes passage means extending substantially the full length of`the piston including a discharge end pontion located principally on theexterior surface of the piston. 'By reason of the latter expedient, partof the fuel being inducted into the cylinder flows in a film between theexterior of the piston and 4the surrounding housing for the piston andserves to cool and lubricate these surfaces and to flush the same withrapidly moving fuel enroute to 'the engine cylinder. In consequence,tendencies of the fuel to carbom'ze owing to the customary highprevailing temperatures is substantially avoided or any slight depositwhich does occur is quickly flushed into the engine. IFurthermore,heating of the fuel during its passage into the cylinder results invaporization of part of the fuel which acts to increase the fuelinduction velocity very A appreciably, along with marked additionalcooling lof the inductor pants.

v.In a preferred embodiment of the inductor assembly, the inductorchamber proper is Isurrounded with a sleeve of suitable insulatingmaterial, the discharge end of which is likewise protected andsurrounded by a metallic housing threaded Ito seat Within a mountingbore through the engine head. The high voltage lead of the usualignition system is attached to the outerl end of the pump housing withthe result that the discharge end of this housing cooperates with theadjacent end of the insulator sleeve and with the mounting adapter toform a ring-type igm'ter immediately adjacent fuel being inducted intothe cylinder.

Other features of the invention include simple but highly effectivelocking means for locking the fuel supply conduit to the inlet end ofthe inductor assembly, as well as engine speed responsive means fordiscontinuing the supply of fuel rto the inductor assembly duringperiods when there is no demand for power from the engine as when avehicle driven by the engine is coasting or when the engine isundergoing deceleration. The fuel control linkage may be actuated by anengine-driven governor such as the governor normally associated with theignition distributor for advancing the ignition spark during the engineIstarting conditions. This governor and the linkage control thereby isso constructed and arranged with respect to the invention inductor pumpas to olo'se olf all fuel supply to the engine when there is no 'demandfor power provided the manual control for the fuel supply has beenreleased :to its closed position. The governor and Ilinkage operates toreestablish fuel flow to meet engine idling requirements as engine speedapproaches idling speed.

Asan alternate, fuel ow may be discontinued during periodic decelerationby use of a throttle valve on the air inlet which automaticallyrestricts air flow during periods of ydeceleration so that thecombustion chamber pressure is insuflicient to operate the fuelinductor.

Accordingly, it is a primary object of the present invention to providean improved fuel supply and igniter assembly for an internal combustionengine characterized by its simplicity, small size, ruggedness, and theease with which it can be serviced and installed in an internalcombustion engine.

Another object of the invention is the provision of a self-containedfuel inductor pump assembly designed and arranged to be actuatedautomatically by the pressure of the compression cycle of the associatedengine cylinder and effective to force a measured but variable charge offuel into the cylinder in opposition to the compression pressure, withany suitable type of ignition including compression, hot element orspark ignition.

Another feature of the invention is the provision of a fuel inductorpump having an actuating piston exposed to the compression pressure ofthe engine cylinder and having clearance with the inductor housingthrough which fuel flowing to the cylinder is forced -to pass in a thinfilm highly effective in cooling the pump parts and rto flush away andscour the surfaces across which the fuel flows.

Another object of the invention is the provision of a simplified fuelinductor assembly the active components of which comprise a one-piecepump piston arranged lto be actuated by the cylinder pressure in one.

direction and bya return spring in the other direction, there beingassociated with rthis piston a pair 0f check valves ope-rating ltocontrol fuel ilow in a direction toward the engine cylinder.

Another object of the invention 4is the provision of a combined .fueligniter and fuel inductor assembly installable in an internal combustionengine in lieu of the usual spark plug .and including pressure-actuatedpump i means automatically responsive to compression pressure tointroduce a charge of fuel as an igniting spark is for-med across [theinner end of the assembly.

Another object of the invention is .the provision of a self-containedfuel inductor assembly incorporating unique means for positively lockingthe parts assembled.

Another object of the invention is the provision of an internalcombustion enginer fuel system utilizing an inductor pump responsive tocylinder pressure to introduce the fuel and also including engine speedresponsive means for discontinuing flow of fuel to the engine in theabsence of a demand for power from the engine, as during vehiclecoasting or engine deceleration conditions.

Another object of the invention is the provision of an improved methodof controlling the supply of fuel and air to an internal combustionengine and by which the supply of fuel is responsive to compressionpressures in the engine cylinders.

Another object of the invention is the provision of a fuel supply systemfor internal combustion engines featuring means Afor governing thesupply of air to the cylindeceleration and coasting to provide acompression pressure adequate to act-nate the fuel supply mechanism forthe engine.

Another object of the invention is to provide an improved fuel supplyand combustion air control together with means for rendering the samesubject to automatic regulation and control during periods of enginedeceleration and vehicle coasting and including means for reestablishingfuel and air iiow to satisfy engine idling requirements as the engineapproaches idling speed with the result that the momentum of the engineis effective to maintain engine rotation while the combustible mixtureis being ignited. j

These and other more specific objects will appear upon reading thefollowing specification and claims and upon considering in connectiontherewith the attached drawings to which they relate.

Referring now to the drawings, in which preferred embodiments of theinvention are illustrated.

FIGURE 1 is a fragmentary side elevational View of a typical internalcombustion engine having the fuel system of the presentV inventionincorporated therein;

FIGURE 2 is a longitudinal sectional view through one preferredembodiment of the combined fuel inductor pump and igniter assemblyshowing the position :of the parts prior to the start of the fuelinducting cycle;

FIGURE 3 is a cross-sectional View taken along line 3 3 on FIGURE 2showing details of the coupling lock device;

FIGURE 4 is a fragmentary View similar to FIGURE 3 but showing theposition of the parts during the fuel induction cycle;

FIGURE 5 is a fragmentary view of FIGURE l on a larger scale showing thelinkage connecting the manually controlled fuel regulating means to thegovernor and to the combustion air flow control valve;

FIGURE 6 is an enlarged cross-sectional view taken along line 6 6 onFIGURE 5 showing details of the fuel regulating means; and

FIGURE 7 is a longitudinal sectional view through a second preferredembodiment of the fuel inductor assembly showing the parts in theirnormal or non-pumping position.

Referring more Vparticularly to FIGURE l, there iS shown a typicalinternal combustion engine, designated generally 10, of the eightcylinder V-type. Installed in the conventional spark plug openings foreach cylinder is one preferred embodiment of the fuel inductor pump andigniter assembly of the present invention designated generally 13. Eachassembly i3 is completely self-contained and preassembled and ready `forinstallation and has suitable coupling means to be described in detailbelow and convenient for connecting its upper or inlet end to a fuelsupply conduit I4 having its midport-ion opening into an air chamber 15.The main fuel supply conduit 16 is connested with any suitable storagetank and includes a conventional combination filter and low pressurepump 17 discharging through a conduit '18, a further filter 19 and intoa manually adjustable flow regulating valve of any suitable type,designated generally 21 (FIGURE 6), supported on a bracket 22. Althougha pump of variable output performance is quite suitable, as here shownthe fuel regulating means 21 includes a needle valve to be describedbelow arranged to be manually controlled, as by an accelerator pedal,not shown, through a control linkage designated generally 24. Linkage 24includes an operating connection to the combustion air control andregulating mechanism designated generally 23 in FIGURE 1 and shown ingreater detail in FIGURE 5. The engine also includes the usual ignitiondistributor 25 having insulated leads 26 each of which is connected tothe igniter facility of. an associated pump assembly 13. Attachment ofthe insulated ignition leads 26 to the igniter may be accomplished inany suitable manner as by the aid of a suitable spring clip 27.

Referring now more particularly to FIGURES 2, 3 and 4, it is pointed outthat the combined igniter and inductor pump assembly 13 comprises atubular mounting adapter 36 having a threaded lower end 31 mating withthreads 32 of engine head 33 as for example but not necessarily, thespark plug mounting threads of the usual engine head. A suitable gasket34 of high temperature material is seated between the top of thecylinder head and shoulder 35 of housing 3). Insulator sleeve 37 has anenlarged midportion 38 serving to center the same within the enlargementwithin the upper end of mounting adapter 30, the lower end of portion 38being held pressed against sealing gasket 39 by an assembly bushing 40having threaded en gagement at 41 with the upper end of adapter 30.

The fuel inductor pump per se has a tubular main housing 44 extendingconcentrically through insulator sleeve 37 and is held assembled theretoas by threads 45. Housing 44 has a close rotating fit with the interiorof sleeve 3'7 and its lower end 46 terminating substantially flush withthe lower end yi7 of sleeve 37 as well as with lower end 43 of `adapter3i). The -upper portion of main body 44 immediately adjacent the upperend of sleeve 37 -is preferably non-circular to receive a wrench forthreading and unthreading the main body with respect to sleeve 37.

The working components of the pump assembly comprise a stationary pumpcylinder 50 Ihaving an internal bore 5l slidably receiving a hollow stem52 of pump piston unit 53. Stem 52 is suitably supported in the upperend of an axial bore 54- of piston 53 in any suitable manner, adownwardly-opening spring pressed check valve 5S being held captivebetween the lower end of stem 52 and the underlying shouldered portionof bore 54. A suitable bonding agent may be employed or parts 52, 53 maybe brazed or otherwise secured together either flxedly or in a mannerpermitting disassembly.

A light compression spring 56 surrounds stem 52 with one end bearingagainst the upper end of piston 52 and the other end bearing against agasket 57 seated against the `adjacent end of cylinder Sil. This springurges the piston downwardly away from cylinder Eil with piston shoulderS9 normally seated against a resilient sealing gasket 60 supported onshoulder' 61 of main body 44.

Piston S3 has an axial passage 63 communicating with a diametric passage64 opening at its ends into an annular groove surrounding the piston andcommunicating with a pair of helical passages 616, l67 encircling thelower portion of the piston. The -depth of passages 66, 67 -isexaggerated and it is additionally pointed out and emphasized that theadjoining exterior sidewalls of piston 53 preferably have clearanceIwith the juxtaposed side walls of main body 44 for the passage of afilm or fuel, as for example, one mil. These structural `featuresperform important functions in that they provide for an annular film oflfuel flow along the side walls of piston 53 as Well as along passages66, 6'7 which open into the engine combustion chamber at diametricallyopposed points. It will also be recognized that passages `66, r67discharge fuel in -a direction inclined -with respect to the top`surface of the piston and the opposed interior surface of cylinder head33. In consequence of the described fuel passages, it will be understoodthat the outer surface of piston 53 as well as the interior side wallsof thelower end of main pump housing 44 are ushed with a thin ilm ofrapidly moving fuel during each induction stroke of the pump. Thisrapidly moving film of liquid not Vonly scours away any sediment orimpurities which may tend to settle out but, equally important, coolsthe parts and prevents carbonization of the fuel and the eventualclogging or serious restriction of the fuel supply passages.Considerable portions of the thin film of fuel vaporize and the heat ofvaporization requiredv for this purpose is supplied from the partsthereby effecting highly eilicient cooling of the piston and thesurrouding housing of the pump chamber.

Referring now to the upper end of pump cylinder Sil, it is pointed outthat a springpressed check valve 70 similiar to check valve 55 normallyseats upwardly against the lower end of inlet port 71, this passagebeing in communication with the supply passage 72 of a two-part nipple73 held assembled to` the upper end of housing 44, as by threads 74. Thelower end of nipple 73 is seated against resilient packing washers '75held pressed against a shoulder 7'6 of housing 44. To provide for thereturn of fuel bypassing stem 52, the exterior of pump cylinder 50 isprovided with a plurality of `axial passages 77 opening at their upperend into inlet passage 71 and having their lower ends in communicationwith the annular chamber surrounding piston 53 and its hollow stem 52.The re- A ciprocable `movement of the piston lengthwise of the indicatorassembly requires the displacement of liquid surrounding lhollow stem52. Upon contraction ofthe piston into pump cylinder 5t?, this trappedliquid is displaced upwardly along passages 77 and into inlet passage 74at points overlying inlet check valve 70. i

A feature of importance is the provision of simple bu highly effectivepositive means for locking nipple 73V assembled to the upper'end of mainbody 44. This locking member, designated generally 8G, is U-shaped, itsdown- Wardly extending legs 81 lying lalong the opposite sides of body44 for a punpose to be explained. The central or bight portioninterconnecting legs `81 is provided with axially extendingserrations orteeth arranged in an arc and having an axial sliding fit withcomplementally-shaped teeth 83 formed along the entire inner rim of theside wall of pump body 411 in a :manner best understood from FIG- URES 2and 3. It is also pointed out that the center of locking member 8u' isformed with a non-circular opening S5 fitting freely about thecomplementarally-shapedexterior wall 86 of nipple 73. Surface `86 seatsa wrench whiley wrenching nipple 73 into the threaded outer end of pumpbody 44. After the nipple is irmly seated, locking device 8G is insertedaxially over the upper end-of nipple 73 with its non-circular opening35- mating with the similarly shaped portion 86 of the nipple as teethS2, 83 mesh with one another and legs 81, l81 slide downwardly along theexterior walls of main body 44. `Once the locking member is fullyseated, lshe lower ends of legs 81, 81 are crimped or forced intocircular groove 88 thereby securing the locking device againstdisassembly until the legs are deliberately disengaged from groove 88.

Nipple 73 is formed in two parts, its upper end 90 being threadedandheld bonded to member 73 by brazin-g or the like. A clamping nut 91surrounding a short link of supply tubing 92 of electricallynon-conductive material serves to hold enlargement'93 of tubing 92securely -assembled to the upper end 90 of nipple 73. The short lengthof tubing 92 is connected to fuel supply line 14 by a suitable couplingunion 94.

FIGURE 2 illustrates position of the pump parts during 'e 6, there isshown details of the fuel and air supply system andthe means forregulating air flow to the intake man1- fold and fuel flow to inductorassemblies 13. Fuel supply duct 14 has its inlet end opening into theregulatable fuel valve designated generally 21, the connection betweensupply conduit 1'8 and distributing fuel conduits 14 being K peripheryof which is firmly clamped to valve housing 21.

The pressure of the incoming fuel acts against the inner surface ofydiaphragm 101 and urges needle valve 10i) to its open position.Movement of the diaphragm inwardnon-operating cycles of the pumpingstroke, whereas must be displaced from the chamber surrounding themidportion ofstem 52 and the uppermost end of piston 53. Thisdisplacement is made possible by passages 77 extending along theexterior of cylinder 5t) and opening into supply passage 72 above checkvalve 70. If the pistons of all other pumping assemblies 13 are then intheir lower positions, as might occur, still backward flow of fuelupwardly along passages 77 can take place by reason of the air bubblepresent in chamber 15 (FIGURE l) of the fuel supply conduits. In otherwords, backward displacement of fuel. merely serves to compress this airbubble to a slight extent.

Referring now more particularly to FIGURES 5 and ly to regulate ilowpast the needle valve'is accomplished by a rotatable stern 102 havingthreaded engagement with threaded boss 103 of valve 21. Stem 102 isrotatable by an arm 1615 secured to the outer end of the stem and havingits upper end pivotally connected to an operating linkage 106 connectedwithian accelerator pedal or other operator in the usual manner. Thislinkage and arm are urged by a tension spring lll'l'to rotate clockwiseas viewed in FIGURE 5 to close the needle valve.

The operating means for valve 21 preferably includes governor-controlledmeans responsive to the engine speed and effective through suitablelinkage means now to. be described to permit needle valve 10i) to closecompletely shutting oif all fuel ow to the engine during periods whenthere is no need for power from the engine, as while the vehicle drivenby the engine is coasting or while the engine is decelerating. However,upon the slowing substantially to engine idling speed, the governor actsthrough the control linkage to open the needle valve 100 sufficiently tosupply engine idling fuel requirements. These objectives are achieved inan engine having spark ignition according to the present invention, byutilizing a governor unit 127 inserted on a lengthened distributor shaftand locatedv immediately below the distributor head. This governor is soconstructed Athat when the engine is operating atspeeds above idling,the governor-actuated bell crank 129 is rotated counterclockwise to aposition such that link 116 and cam lever 117 are shifted to the right,as. viewed in FIGURES l and 5 Cam lever 117 is pivotally supported bypin 118 fixed to the face of bracket 22. Link 116 is preferably providedwith a turnbuckle v128 to adjust its length. Cam lever 117 is urged torotate ycounterclockwise by a tension Aspring 119 thereby maintainingcam 120 in contact with cam follower lever 121, the latter beingpivotally supported at 123 on the needle valve operating lever 105. Theposition of cam follower 121 is controlled by an adjustable stop screw124 supported in a tab 125 carried by lever 105 and is maintainedagainst the stop screw by a lightv spring 126.

Detailsy ofthe governor per se are not part of the present invention,but it is pointed out thaty the governor is effective to impart anoperating force through bell crank, 129 and linkage 116 to rotate camlever 117 counterclockwise as the engine speeds up above idling speedand in the opposite direction as the engine slows downk 10b is closedand no fuel supply flows to the engine. Asl

the engine speed decreases from a higher operating speed and approachesidling speed, the governor acts through linkage 116 andV cam lever 117torotate operating lever 105 towards the center line A wherein theneedle valve is open thereby assuring re-starting of fuel inductionbefore actual idling speedis reached. i

The means for regulating the flow ofcombustionl air to the engine willbe best understood by reference to FIGURES l and 5. From these figures,it will be noted that arm 105 of the fuel regulating valve mechanism 21includes an extension to which is pivotally connected a link 139 havingan operating connection with combustion air regulating valve mechanism23. The air inlet is preferably through a suitable air filtering device131 having a discharge opening into an air tube 132 in communicationwith air intake manifold 133.

Theair regulating valve may comprise a butterfly type throttle valve 135secured off-center to a shaft 136 pivotally supported crosswise of tube132 and having an outer end projecting beyond the side wall of the tube.Suitably and adjustably secured to the outer end of shaft 136 is an arm13S having a tab 139 extending generally parallel to shaft 136. This tabhas a dual purpose in that it lies in the path of rotation of a secondarm 140 arranged for free rotary movement on the end of shaft 136 andhaving an end 141 movable toward and away from tab 139. Tab 139 also hasconnected thereto a light tension spring 143 effective to urge arm 138and valve 135 to rotate clockwise with shaft 136, as viewed in FIGURE 5,the lefthand end of spring 143 being attached to an adjustable L-shapesupport 145. Support 145 is adjustable to vary the tension of spring 143by means of an adjusting screw 146 supported within a threaded openingthrough a stationary bracket 147. The outer end of screw 146 extendsfreely through an opening in bracket 145 `and may be shouldered orprovided with pins or split ring keepers 150 located adjacent theopposite faces of bracket 145 whereby the rotation of screw 146 iseffective to shift bracket 145 toward or away from bracket 147.

Operating link 13@ for valve 135 has a threaded outer end passingloosely through an opening lin a tab 153- pivotally supported on theside of arm 140, link 130 being held assembled to this arm b-y means ofa split ring keeper 154. A light compression spring 155 surrounds link130y with one end bear-ing 'against tab 153` and the other end bearingagainst a pair `of adjustable lock nuts 156 mounted on the threaded endof link 130. Cooperating with spring 155 in urging valve 135 toward theposition shown in FIG- URE is a second cantilever spring 160 having oneend anchored to tube 132 by a mounting screw 161 with its free endpassing lbetween a pair of stop pins 162 effective to hold the free endof the spring in the path lof rotation of arm 138.

In the position of the parts shown in FIGURE 5, the

accelerator pedal (not shown) is in its normal retracted Y position -tohold air control valve- 135 partially closed across the air inletpassage as it is when the engine is not running. Assuming that thevehicle has been moving at cruising speed and that the operator removeshis foot from the accelerator, the air valve 135 will then pivotcounterclockwise from its vertical, or fully opened position, to theposition shown in FIGURE 5. However, since the vehicle is thendecelerating and is coasting `at a relatively fast speed, thereciprocation of the pistons within the engine will act to draw airdownwardly through air filter 131, passage 132 and into the cylindersthrough intake manifold 133. This -air llow, `occurring while the airvalve is partially closed, will produce a low pressure condition withinthe intake manifold which will be effective to ro-tate valve 135eounterclockwise toward but short of its closed position. The closing ofthe throttle valve to this extent while the car is still cruising atrelatively high speed results in a stil-l further reduction in pressurein the intake manifold and this is effective to maintain the valve in aposition permitting a limited air iiow into the cylinders. There beingvery little air admitted to the cylinders, there is little air tocompress and in consequence it is impossible for the cylinders to bu-ildup sufficient pressure to open the fuel inductor pump. Accordingly,there is an automatic discontinuance of fuel supply quite aside from theeffect of the fuel valve 21.

However, as the vehicle speed slows and approaches idling speed of theengine, the pistons become less effective in maintaining the lowpressure condition in the manifold with the result that :the strength ofspring 143 is effective to rotate valve clockwise slightly toward openposition thereby admitting air past the valve in suicient quantity tosupport idling fuel requirements. The air so admitted to the pistonsenables the pistons to create a sufficient compressionvpressure tooperate the induction pump and admit the small amount of fuel necessarylfor engine idling requirements.

If during this period, the operator wishes -to resume cruising speed, hemerely steps on the accelerator pedal to pivot the accelerator linkage106 to the left as viewed in FIGURES l yand 5 thereby simultaneouslyopening fuel valve 21 and simultaneously thrusting the air controllinkage 130 to the left forcibly pivoting the throttle valve 135clockwise to its open position. Initial movement of linkage 130, asdescribed, rotates arm toward tab 139 carried by arm 13S. Initialmovement of link 130` and arm 140 is ineffective to shift the air valve135 owing to the loose connection of arm 140 relative to shaft 136.However, after a short arcuate movement of arm 141B', the lattercontacts tab 139 secured to valve arm 13? thereby rotating the valveclockwise toward its open position. If the accelerator linkage is movedfur-ther to the open position than required `to open air valve 135 fullythis movement is permitted to` take place without damage to the airvalve owing to the lost motion connection between linkage 130' and tab153.

It will be appreciated from the foregoing description of the combustionair control valve and its operative connection to the fuel valve andtheaccelerator pedal, that the present invention provides a plurality fofmodes of controlling and regulating the fuel supply as well as thesupply of combustible mixture. For example, one means for regulating thefuel supply is by way of valving mechanism 21 with the result that therate of fuel liow to the inductor pump is dependent -on the position ofvalve 21. A second fuel control means makes use of the combustion airregulating valve 135 and its operative relationship lto the inductorpump. Thus, the position of the air valve is automatically controlledfollowing removal of the operators foot from the accelerator pedal withthe result that .the lamount of air admitted to the cylinders iseffective to control the compression pressure within the cylinders andthereby the operation of the inductor pumps. If the compression pressureis low, then the fuel inductor piston does not open at all or only forsuch lbrief period as to admit substantially no fuel to the cylinders.On the other hand, as the engine slows down and approaches id-lingspeed, the amount 0f air admitted to the cylinders increases with theresult that the compression pressure increases to a valve sufficient tosupport engine idling requirements. At intermediate power output, valve135 is held in an almost vertical position by spring on rod 130, whichslightly lowers the air pressure within the cylinders, thus slightlydelaying the time of operation of the inductors. As rod 134i is movedall the way to the left, for full throttle operation, valve 135 is movedto a completely ver-tical position, allowing maximum air flow 'and aslightly earlier timing for lthe `inductors, so that the fuel has moretime to burn. Additionally, the rate of fuel supply to regulating valve21 `and to the supplyppipe for the inductor pump can be regulated byresort to known flow control devices responsive lto engine speed andpower requirements and functioning in known manner to regulate the fuelflow rate to the inductor pump assembly.

The operation of the described inductor fuel pump and igniter assemblywill be quite apparent from the foregoing detailed description ofassembly 13 and of the auxiliaries associated therewith. rThe usualengine fuel pump, not shown, of any suitable construction functions tomaintain a supply of fuel under relatively low pressure to the inletside of the needle valve assembly 21. Needle valve proper 100 of thatassembly is normally slightly open 'encarar allowing fuel to flow -todistributing conduits 1d into the' inlet passages 72 of inductor pumps13 having matched operating characteristics. Normally, the parts ofassembly 13 lare in position shown in FIGURE 2 and theV fuel pump isthen effective to supply fuel through inlet passage 72 and past Iuppercheck valve 7d into the pumping cham- =ber 51. Of importance is the factthat the spring for lower check valve 55 is stronger than that for uppervalve 70 with the result that 4the fuel pump pressure is effective toopen lonly the upper valve to admit fuel in a quant-ity dependent uponthe speed of the engine and t le degree of opening of adjustable needlevalve 100. In other Words, to meet higher speeds and greater powerdemands, the operator merely depresses the accelerator .pedal to movelinkage 116 to the left, as viewed in FIGURES l and. 5, thereby rotatingIarm 105 counterclockwise and permitting need-le valve 100 to open -to agreater extent.

By virtue of the operation described above, at the beginning lof thecompression stroke the associated pump cylinder 50 will be charged witha quantity -of fuel varying over a considerable range. As compressionpressure increases in the cylinder, it will act directly on the exposedlower end of piston 53 and move this piston upwardly in opposition tospringen. During the first part of this movement no fuel will besupplied to the engine unless the pump is fully charged with fuel as itwill be if the engine is operatng at maxmum power output under whichconditions the pump cylinder will be substantially llied with fuel.However, under lesser engine power requirements, the cylinder willcontain a smaller measured charge of fuel. It will therefore beunderstood that upward movement of the piston in response to compressionpressure acts to increase the pressure within the pump cylinder causinglower'valve 55 to open. Fuel normally surrounding the exterior of pumpcylinder 53 is forced upwardly along passages 77 into inlet passage 72.Fuel flowing downwardly past check valve 55 passes along passage 63,through transverse passage 64 into the grooves surrounding the pistonand into helical passages 66, 67. A thin film of fuel also iiowsdownwardly along the sidewalls of the piston and serves to cool the sameas Well as to flush away' any foreign matter which may tend to separate`from the fuel.

The fuel issuing into the combusion chamber under the pressure existingat the terminal end of the compression stroke is ignited by a ring ofhigh tension current jumping across the lower end of insulator sleeve 47onto the lower end 4S of adapter 30. The piston remains in its upperposition during the power stroke of `the engine following which spring56 returns piston S3 against gasket d@ allowing a new charge of fuel toflow into pump cylinder Si) past upper check valve 7G.

On 4engine slow down from high speed operation, the operator removes hisfoot from the foot pedal allowing spring 107 to close the needle valve.Since the engine is then operating at considerable speed, the governordevice holds cam lever 1l7 retracted out of the path of lever 105 withthe result that spring it is effective to move lever 165 to position Bwherein needle valve ld@ is fully closed. As the -engine speed slows andapproaches idling speed, the governor operates to shift link 116 and camlever 117 clockwise so that cam l2@ engages follower 121 and shiftslever 105 to the position indicated by center line A to hold the needlevalve open suiiciently to supply idling fuel requirements.

Referring to FIGURE 7, there is shown a simplified embodiment of theinductor fuel pump assembly, designated generally 13. It is pointed outthat the same or corresponding parts of the modified embodiment aredesignated by the same reference numerals as the first embodiment butthese numerals are distinguished by a prime. The principal distinctionbetween the two embodiments is the omission of the insulator sleeve 37and adapter 3i) of the first described embodiment. The fuel introducedin'to the engine cylinder by the pump asseml@ bly can be ignited in anyknown manner including compression, hot element, spark plug or othermeans. Other- Wise, it will be understood that the construction is thesame and that the pump functions in precisely the same manner and incombination with -the same fuel supply auxiliaries, including thelinkage connection with the governor for the purpose of fuel shut-olf..v

While the particular fuel inductor pump assembly herein shown anddisclosed in detail is fully capable of attaining the objects and'providing the advantages hereinbefore stated, it is t-o be understoodthat it is merely illustrative of the presently preferred embodimentsofk the invention and that no limitations are intended to the details ofconstruction .or design herein shown other 'than as defined in theappended claims.

I claim: v

l. A fuel inductor pump assembly-for use with an ini ternal combustionengine and comprising a tubular main body pump cylinder adapted to beconnected to the interior of an engine cylinder, an elongated pumppiston unit having limited reciprooable movement axially of said pumpcylinder, a fuel passage extending substantially from end-to-end ofsaidpiston unit, one Vend of said piston unit cooperating withtheinterior of said pump cylinder to provide a fuel charge measuringchamber, a pair of check valves movably supported in said chargemeasuring chamber a first one of which opens to admit fuel to saidchamber during the exhaust cycle of the engine and the second of whichcheck valves opens only during the compression cycle of the engine toadmit a measured charge of fuel to the engine, spring means normallyholding said piston unit in the extended position thereof in readinessto pump fuel and the outer end of said pistonunit nearest the enginepiston being exposed to the compression pressure of the engine cylinderand `being responsive to compressionpressure -to force the captive fuelcharge past said second valve and into the engine, the discharge ends ofsaid fuel passage being formed along the exterior surface of said pistonunit, and being characterized in that the side wall of said piston unithas a loose fit with the juxtaposed interior surfaces of said tubularmain lbody whereby fuel liowing therepast in la, substantiallycylindrical film, cools the discharge end of said piston unit and avoidsoverheating and carbonization ofthe fuel.

2. A fuel inductor pump assembly as defined in claim l characterized inthat said fuel passage branches into a plurality of passages extendinghelically about the exterior of the lower end of said piston unit at itsdischarge end which branches are disposed to discharge fuel into theengine cylinder in generally opposite directions.

3. A fuel inductor pump assembly as defined in claim l characterized inthat the discharge `en-d portion of said fuel passage opens into ashallow groove encircling said piston unit, said groove being incommunication with a plurality of shallow grooves arranged spirallyabout the exterior surface of said piston unit at lthe discharge endereof and so directed as to discharge into an engine ccrnbustion chamberin directions opposed to one ano er.

4. A fuel inductor pump assembly adapted -to be mounted in the cylinderhead of `an internal combustion engine, said assembly having "anelongated tubular main body having a pump cylinder axially thereof,means carried by said assembly .for securing the same in a threadedopening extending through an' engine cylinder head, elongated .pistonmeans movably supported axially within the discharge end of saidinductor with its innervend` tion wherein said charge measuring chamberis extended to its maximum size, said piston having fuel dischargepassage means opening from said hollow stem through the side Wall of thepiston and therealong through the discharge end of said inductor, thedischarge end of said piston being exposed to the compression pressureof tan engine cylinder in which the inductor is installed to retract thepiston thereby opening said second check valve to force the measuredfuel charge past the side wfall of the piston and into the enginecylinder, said main body being encircled by ya close fitting sleeve ofhigh voltage electrical insulating material terminating at one endclosely adjacent the discharge end Yof the main body of said inductor,and said main body serving as `one electrode of an electrical igniterfor fuel discharging into the engine cylinder from said charge measuringchamber.

V5. A combined -fuel igniter and inductor pump assembly mountalble as aunit in an' engine cylinder head, said assembly 4comprising anelectrically conductive outer tubular housing Athreaded at one end formounting in a threaded lopening therefor in .an engine head and itslower end serving as one of a pair of fuel igniter electrodes, aninsulator sleeve secu-red Within said housing and supporting axiallytherewithin a tubular fuel inductor unit forming the second one of saidpair of igniter electrodes, said fuel inductor unit having a pumpcylinder chamber, a pump piston having a fuel passage extending length-Wise thereof and having its inner end forming a close sliding tit withthe pump cylinder and its outer end forming a loose sliding iit with thedischarge end of said tubular fuel inductor unit and cooperatingtherewith to provide fuel flow passage means for discharging fuel intothe engine, spring means normally urgingV said pump piston to itsextended position, a pair of normally closed check valves locatedadjacent the opposite endsv of said pump cylinder operable to permit owinto the inlet end of 'the pump cylinder and the escape of fuel `fromthe discharge end thereof, and said piston being responsive tocompression pressure in the engine cylinder to force said piston towardits retracted position to pump fuel from the pump chamber past saiddischarge check valve and into the cylinder for ignition by anelectrical spark jumping between said pair of igniter electrodes Iandlacross the inner fend of said insulator sleeve.

6. The assembly dened in claim 5 characterized in the provision oftubular means of electrical non-conductive material secured to the outerend of said fuel inductor unit for supplying fuel to said .pump chamberfrom a source of fuel.

7. A fuel inductor pump `assembly `as dened in claim l characterized inthat said main body pump cylinder isV provided with threaded means forconnecting a fuel supply conduit to the inlet end of said pump chamber,said supply conduit having la non-circular exterior surface located inclose proximity to the juxtaposed noncircular portion of said tubularhousing, a lock fitting encircling said -fuel supply conduit havingportions thereof shaped complementally to and intertting with thenon-circular portions of said conduit and of said tubular housing :andincluding means for holding said lock fitting inV seated engagement withsaid non-circular portions thereby to lock said fuel supply conduitagainst disassemibly from said pump assembly.

8. A fuel inductor pump assembly mountable as a unit in an openingtherefor in the heiad of an engine cylinder, said assembly including atubular housing provided With an interior shoulder adjacent itsdischarge end, a pump piston' movably seated in said housing andincluding lan external shoulder cooperating with said housing shoulderto limit extension movement of said pump piston, means mounted Withinthe opposite end of said housing and cooperating with a hollow stemportion of said piston to form a fuel charge measuring chamber,

spring means enclosed by said housing and urging said pump piston to itsextended position, a pair of valves within said charge measuring chambereffective to permit fuel flow only into the inlet end and out of theoutlet end thereof, said piston'having -fuel flow passage means openingfrom said charge measuring chamber and discharging through the outer endthereof, the pressure of an engine compression cycle being effective onthe outer end of said piston to move the piston toward the retractedposition thereof in opposition to said spring means to force the fuelcharge from the charge measuring chamber along the fuel flow passagemeans and into the engine cylinder, said tubular housing including achamber surrounding said charge measuring chamber sealed Vfromcommunication with the atmosphere, an-d passage means formed entirelywithin said tubular housing having its lower end in communication withsaid chamber surrounding the fuel measuring chamber and its upper end incommunication with the fuel supply for said pump assembly on theupstream side thereof to minimize the back pressure on said pistonduring its operation to induct fuel into the engine cylinder inopposition to the compression pressure prevailing therein.

9. A fuel inductor assembly as defined in claim 8 characterized in theprovision of means including manually adjustable means for supplyinglfuel to said inductor assembly, and means responsive to engine speedfor discontinuing the supply of fuel to said inductor assembly duringperiods of engine Ideceleration and when said manually adjustable meansis not adjusted to operate the engine at speeds in excess of idlingspeed.

10. A fuel inductor :assembly as defined in claim 9 characterized inthat said means responsive to engine speed comprises governor means andincluding linkage means connecting the same with said manuallyadjustable means for discontinuing fuel liow to said fuel inductorassembly when there is no demand for power from the engine.

1l. A fuel inductor pum-p assembly as defined in claim 8 characterizedin the provision of coupling means on the outer end of said tubularhousing for holding said pumping means assembled to said housing, saidcoupling means including a male member having a threaded connection withmating threads spaced inwardly from the outer end of said housing, saidmale member having a non-circular shank portion outwardly of saidthreads, a locking collar having a non-circular opening interlit-tin-gwith said non-circular shank and a surrounding noncircular wallinterlitting with a cooperating similarly shaped non-circular side Wallsurface of said housing thereby to prevent relative rotary movement ofthe mating threads of said coupling, and means for securing said lockingcollar against movement axially of said coupling and out of position tolock said coupling positively assembled.

l2. In a fuel system :for an internal combustion engine of the typehaving `a valve controlled combustion air supply means opening into theengine intake manifold, a fuel supply means provided with a regulatablefuel oW control means, operating linkage means connecting said airvlalve means "and fuel control means to the engine accelerator, a fuelinductor assembly for each cylinder of the engine and of the type havinga fuel inducting plunger in communication with the engine cylinder andresponsive to the compression pressure of the cylinder to force `achar-ge of fuel int-o the cylinder, said fuel system beingVcharacterized in that said air flow control ualve means includes meansfor resiliently holding the same partly opzen when the accelerator isreleased, said air control valve means then being responsive tosublatmospheric pressure conditions in the intake manifoldcharacteristic :of engine decelration to close said air valvev furtherthereby admitting insufficient air to the engine cylinders to produceenough compression pressure to `actuate the inductor pump assemblythereby to minimize 13 and cut oif the flow of fuel to the engineirrespective of the position of said fuel regulating valve means.

13. That improved method of controlling yand supplying fuel :and air toan' internal combustion engine of the type 'utilizing a `compressionpressure operated fuel inductor means, said method comprising reducingthe rate of fuel flow to the inductor means to decelerate engine speedland simultaneously closing a resiliently biased valve in the air supplyto the engine intake manifold sufficiently for the engine to reduce theintake manifold pressure substantially thereby causing said resilientlybiased valve to throttle Iuntil the compression pressure in the enginecylinders is so low as to be ineffective to aotuate said fuel inductormeans with the result that fuel and lair flow to the engine duringperiods of deceleration is kgreatly reduced |or cut off in response toengine conditions characteristic of deceleration operation, andpermitting said resiliently biased valve to open partially as enginespeed approaches idling speed and admit sufficient lair to satisfyengine idling requirements.

14. That improved method of supplying fuel to an internal combustionengine by utilization of the compression pressure of combustion airpresent in the individual `cylinders during the compression stroke whichmethod involves lutilizing the compression pressure of the combustionair to actuate pressure responsive =fuel inductor means, landcontrolling the supply of fuel introduced to the cylinder by regulatingthe amount of air admitted to that engine cylinder during thecompression stroke and rendering the operation of the fuel inductormeans openative or inoperative depending on whether sufficient lair isadmitted to the cylinder prior to the compression stroke to raise thepressure of the air -sufhciently to tactuate the fuel inductor means.

15. vIn combination With :an internal combustion engine, fuel supplymeans for ysaid engine including means responsive to the compressionpressure of the engine cylinder to induct a `charge of fuel inopposition to the said compression pressure, means for supplyingcombustion air to the cylinder under the control of an operator,

said fair control means including air oW' valve means responsive tolowering of pressure downstream from said valve substantially to closesaid air valve during periods of engine deceleration vvfhereby thesubstantial cutoff of air flow to the cylinder during decelerationcauses a very substantial lowering of the compression pressure to avalue insucient to Iactivate said fuel inductor means with the resultthat substantially no fuel flows to the engine )during periods ofengi-ne deceleration.

16. The combination defined in claim 15 characterized in that said airflow control means includes means responsive to naising of thecombustion' air pressure downstream yfrom said air control valve as theengine slows down to effectuate opening of the mr valve tot admit enough`combustion air to rraise vthe cylinder compression pressure and toractuate the fuel inducto-r means to supply engine idling requirements.

17. A fuel inductor pump l'assembly Ias Ideiined in claim 15characterized in that said lair control means and said fuel `supplymeans cooperate to vary the time of fuel injection into the cylinderswith respect to the end of the compression cycle in a given enginecylinder, the ltime of fuel injection being relatively close to the endof the compression cycle when the )air flow is restricted and relativelyfar from the end of the compression cycle when the 'air flow isrelatively unrestricted.

References Cited in the le of this patent UNTED STATES PATENTS 1,314,561Wright Sept. 2, 1919 2,331,912 Holthouse Oct. 19, 1943 2,708,919Wellington et lal May 24, 1955 2,759,771 Grigar Aug. 21, 1956 2,982,277May et tal. May 2, 1961 2,986,134 Bernard May 30, 1961 FOREIGN PATENTS537,414 France Mar. 3, 1922 825,318 France Dec. 8, 1937

1. A FUEL INDUCTOR PUMP ASSEMBLY FOR USE WITH AN INTERNAL COMBUSTIONENGINE AND COMPRISING A TUBULAR MAIN BODY PUMP CYLINDER ADAPTED TO BECONNECTED TO THE INTERIOR OF AN ENGINE CYLINDER, AN ELONGATED PUMPPISTON UNIT HAVING LIMITED RECIPROCABLE MOVEMENT AXIALLY OF SAID PUMPCYLINDER, A FUEL PASSAGE EXTENDING SUBSTANTIALLY FROM END-TO-END OF SAIDPISTON UNIT, ONE END OF SAID PISTON UNIT COOPERATING WITH THE INTERIOROF SAIP PUMP CYLINDER TO PROVIDE A FUEL CHARGE MEASURING CHAMBER, A PAIROF CHECK VALVES MOVABLY SUPPORTED IN SAID CHARGE MEASURING CHAMBER AFIRST ONE OF WHICH OPENS TO ADMIT FUEL TO SAID CHAMBER DURING THEEXHAUST CYCLE OF THE ENGINE AND THE SECOND OF WHICH CHECK VALVES OPENSONLY DURING THE COMPRESSION CYCLE OF THE ENGINE TO ADMIT A MEASUREDCHARGE OF FUEL TO THE ENGINE, SPRING MEANS NORMALLY HOLDING SAID PISTONUNIT IN THE EXTENDED POSITION